Automatic train control



June 19, 1934. P. J. slMMEN AUTOMATIC TRAIN CONTROL Original Filed March 12, 1925 ww m/ Patented June 19, 1934 UNITED STATES AUTOMATIC TRAIN CONTROL Paul J. Simmen, Eden, N. Y.

Reled for abandoned application Serial No. 624,354, March 12, 1923. This application June 18, 1928, Serial No. 286,379

12 Claims.

This invention was originally disclosed in and was the subject matter of my application Serial No. 624,354, filed March 12, 1923, for which this case is a substitute, and relates to trainrcontrol systems particularly to those in which the train control instrumentalities on the train are controlled by a dispatcher at a remote station, by a manual operation, and more especially to such a system in which there also exists an automatic track circuit control of the train control instrumentalities, and wherein a record of train movement is made at the remote station.

This invention is an improvement on the invention illustrated in my prior Patent No.

1,203,146, granted October 31, 1916, and it provides a track circuit control of signals in addition to dispatchers control as shown in the aforesaid patent.

The objects and advantages will appear as the description of the invention progresses and the novel features will be particularly pointed out in the appended claims.

In describing the invention in detail, reference is had to the accompanying drawing, wherein I have illustrated a preferred physical embodiment of my invention and wherein like characters of reference designate corresponding parts throughout the several views and in which,

Figure 1 is a diagrammatic representation of apparatus and circuits in a dispatchers office and along the track.

Figure 2 illustrates the apparatus and circuits on a locomotive or car by which, with certain cooperating parts of Figure 1, signals are displayed on a locomotive or car.

Figure 1 shows a single track consisting of rails 1 and 2. Rail l is electrically continuous. Rail 2 is divided into sections by means of insulating joints as 3, thus dividing the track into block sections as A, B, C, D, E and F. In blocks B, D and F are shown sidings as 4, where trains can meet and pass each other. At the clearance point of the siding, insulating joints as 3, electrically separate the straight portion of the siding from .main track. A track battery as 5 is located at one end of each block and track relays as b, c, d, e and f near the other end of the block constituting With their connections to the rails a track circuit well known to the art. Each track relay controls two armatures as 6 and 7. When the track relay is energized, armature 6 closes a front contact 8 and armature '7 closes a front contact as 9, and when track relay is deenergized, front contacts 8 and 9 are broken and armature 7 closes a back contact as 10.

(Cl. 246-4) i Adjacent to the track are located groups of train control rails as 11 and 12, 13and 14, l5 and 16, 1'7 and 18, Train control rails. 11 and,12, govern a west-bound movement of a4 trainffromv block E into block D; train control rails as13 50, andl 14, govern a west-bound movement vof a train from block D into block C; train control rails as 15 and 16, govern an east-bound movement of a train from block C into blocklD; train control rails as 17 and 18, govern an east-bound e5 movement of a train, as from block yD intoblock E. Train control rails for west-bound movements are on one side of the center line of the track and train control rails for east-bound Inove-` ments are on the other side of the center line of. the track. With this arrangement the train control rails are always on the right hand side of the direction in which the train is moving Train control rails for west-bound movements when positively energized, display aclear signal on the locomotive and when negatively energized or deenergized, a danger signal. When eastbound train control rails are negatively energized a clear signal is displayed on the locomotive; and whenpositively energized or deenergized, a danger v signal, in a manner which will be described hereinafter. 'I

In each group of two train control rails, one is the home train control rail, located near the entrance to a block, and the otheris a distant train 35-y control rail located approximately the braking distance from the entrance to the, new block. Thus train control rails 12, 14, 16 and 18 are home train control rails and train control rails 11 1,3,

15 and 17 are distant train control rails. These 90 train control rails are of the usual construction, having inclined ends or ramps, suchas is shown in my prior Patent 1,140,623 granted May 25, 1915. They are so located along the sidesI of the track and insulated from the track, that a contact shoe attached to a locomotive or car can make electrical contact therewith.

The four groups of train control rails 11 and 12, 13 and 14, 15 and 16, and 1'7 and 18 may all be positively energized or negatively energized or deenergized by a manually operated switch as 19, in the dispatchers ofce. These four groups of train control rails are duplicated at each siding, where trains may pass each other.

When a train control rail is energized with positive direct current, a clear signal is displayedon a west-bound locomotive and a danger signal on an east-bound locomotive; when a train control rail is charged with negative direct current, a clear signal is displayed on an east-boundlocomanuallyoperated switch 19a, line Wire 25, to terminal motive and a danger signal on a west-bound locomotive; and When a train control rail is deenergized a danger signal is displayed on both the west-bound or east-bound locomotive. The electrical energy to energize the train control rails is furnished from batteries located at the dispatchers office and the'circuit by which the four groups of train control rails are energized with positive direct current is as follows: From positive side of battery in the dispatchers office, bus 21, contact spring 22, manually operated switch 19a, wire 23, relay 24, line wire 25, to a terminal 26, and from this terminal 26 a branch circuit is completed to train control rails 11 and 12 as follows: terminal 26, wire 27, wire 28, armature 7 of track relay D, front contact 9, Wire 29, to train control rails 11 and 12. A second branch circuit is also established to train control rails 13 and 14, as follows: terminal 26, wire 27 and 30, armature 7 of track relay C, front contact 9, and wire 3l to train control rails 13 and 14; a third branch circuit is also established totrain control rails l5 and 16 as follows: terminal 26, a wire 27, wire 28, armature 6 of track relay D, front contact 8 and wire 32 to train control rails 15 and 16. A fourth branch circuit is also established to train controlrails 17 and 18 as follows: terminal 26, Wire 33, armature 6 of track relay E, front contact 8 and wire 34 to train control rails 17 and 18.

When the train control rails are charged with negative direct current, a circuit is established through the dispatchers oiiice as follows: negative side of battery 35, bus 36, contact spring 37, wire 23, relay 24, 26, and thence through the branch circuits heretofore described, to train control rails 11 and 12, 13 and 14, 15 and 16 and 17 and 18.

When it is desired to display a danger signal for both east-bound and west-bound trains, the manually operated switch in the dispatchers of'ce is placed in the vertical position, disconnecting it from either contact spring 22 or 37 and the four groups of train control rails guarding the train I train. For

movements of a certain section of track are deenergized.

In addition to the train control rails being eleotrically conditioned by the position of the manually operated switch 19, in the dispatchers cnice, automatic control of the electrical conditions is provided by means of a track circuit, so that irrespective of the position of switch 19, the train control rails are conditioned to display a danger signal if the block ahead is occupied by another instance, if there is a train in block D, as shown in hatched lines, current from track battery 5 of block D is short-circuited through the Wheels and axles of the train, in a manner wellknown to those skilled in the art, which results in armatures 6 and 7 of track relay D dropping away from front contact 8 and 9, thus breaking the circuit to train control rails 1l and 12, and 15 and 16. Thus when block D is occupied, a west-bound train would receive a danger signal at train control rails 11 and 12 and an east-bound train would receive a danger signal at train control rails 15 and 16. When there is a train in block C, track relay c is similarly deenergized and armatures and 7 of track relay e drop away from front contact 8 and 9, thus breaking the circuit to train control rails 13 and 14, and 17 and 18, which are guarding the entrance to block C from either side.

I will now describe the apparatus and circuits on the locomotive, capable of displaying a clear signal on a west-bound locomotive when passing a positively energized train control rails and a danger signal, on an east-bound locomotive; and when the train control rail is negatively energized a clear signal on an east-bound locomotive and a danger signal on a west-bound locomotive; and when a train control rail is deenergized, a danger signal for both directions. 1 will also describe how the signal received at a certain train control rail is continued until the next train control rail is encountered.

Figure 2 shows the apparatus and circuits on the locomotive. G is the signal representing a clear signal; R danger signal. shown as lamps and as signals, they may equally as well represent an electro-magnetic device to which motion is given, depending upon whether the circuit is energized or deenergized; and such electro-magnetic devices may be used for other purposes than, or in addition to, the display of signals to the engineer, such as the proper control of speed control devices or electro-pneumatic air valves or both.

ln Figure 2 is shown an electrocontact shoe 33, so positioned on the locomotive as to make Contact with train control railll. The Contact shoe is hinged at 39. The train control rails are inclined at the end so to the normal The polarized relay 42 con-v is the signal representing the While these devices G and R are ion as to forni a ramp in the usual manner and when the contact shoe trols a neutral armature 44 and four polarized armatures 45, 46, 55 and 56. Armatures 55 and 1 56 are members oi a pole changing switch for the purpose of changing the polarity from bat tery 43. When relay 42 is energized neutral armatures rnake contact with front contact 47 and 48' and when the relay is deenergized neutral armature 44 makes contact with back Contact 49. When relay 42 is positively energized, polarized armature 46 makes Contact with contact 50 and polarized armature 45 makes contact with Contact 52. Polarized armatures and 56 make contact with contact 59 and 61 respectively, When relay 42 is negatively energized. polarized armature 46 makes contact with contact 51,

polarized armatures 55 and 5G make contact with contacts 60 and 62 and polarized armature 45 makes contact with contact 53. The locomotive also carries a switch 57, which is manually operated. The switch 57 in the left hand position as shown in Figure 2, makes contact with contact 63; and lin the right hand position opposite to the onevshown in Figure 2, makes contact with contact 64.

When the locomotive begins a west bound trip over the railroad division, switch 57 is placed in the left hand position as shown in Figure 2, and makes contact with contact 63. This position of the switch conditions the locomotive circuit to display a clear signal when passing a positively energized train control rail. and also a danger signal when passing a deenergized train control rail, as Willbe described hereinafter.

When a locomotive begins an east-bound tri over the railroad division, switch 57 is placed in the right hand position, opposite to the one shown in Fig. 2, and makes contact with contact 64.

This position of the switch conditions the locomotive circuits to display a clear signal when passing a negatively energized train control rail, and a danger signal when passing a positively energized train control rail and a danger signal when passing a deenergized train control rail, as will be described hereinafter.

When switch 57 on a locomotive is in the left hand position, which is the normal position for a west-bound movement, and contact shoe 38 comes in contact with a train control rail 11 or 12, which are positively energized, a circuit is established through battery 20 in the dispatchers ofice as follows: positive pole of battery 20, bus 21, contact spring 22, manually operated switch 19a wire 23, relay 24, line wire 25, terminal 26, wires 27 and 28, armature 7 of track relay D, front contact 9, wire 29, train control rails 12 and 11 and thence through contact shoe 38, Wire polarized relay 42, wires 66, 67, 68 and 69, wheel axle 70, wheel 71, to track rail 1 and thence by wires 72 and 73, to the negative pole of battery 20. With current flowing in this circuit, polarized relay 42 becomes positively energized, and neutral armature 44 makes contact with front contact 47 and 48, polarized armature 46 makes contact with contact 56, and polarized armature 45 makes contact with contact 52; and polarized armatures 55 and 56 make contact with contact 59 and 61 respectively. This position of the armatures closes the circuit through signal G as follows; positive pole of battery 43, Wire 74, Contact 61, armature 56, wire 75, armature 44, front contact 48, wire 76, switch 57, contact 63, wire 77, polarized armature 46, contact 50, wire 78, signal G, wire 79, wire 67, wire 80, armature 55, contact 59, wire 81, to the other side of battery 43. When contact shoe 38 leaves the other end of the positively energized train control rail, contact 40 again closes and a stick circuit is established through relay 42 which maintains the armature in the same position as follows; positive side of battery 43, wire 74, contact 61, armature 56, wire 75, armature 44, front contact 47, wire 82, contact 40, shoe 38, Wire 65, polarized relay 42, wire 66 and 80, armature 55, contact 59, and wire 81, to the other side of battery 43. It will thus be seen that signal G is continued after contact shoe 38 has left the train control rail, since the armatures of relay 42 are maintained in the same position.

Assuming that switch 57 is in the left hand position, normal for a west-bound movement, and a west-bound locomotive passes a train control rail that is negatively energized by reason of switch 19a in the dispatchers office making contact with contact spring 37, then polarized relay 42 becomes negatively energized. Armature 44 still makes Contact with front contacts 47 and 48 but polarized armatures 46, 45, 55 and 56 assume the right hand position, opposite to the one shown in Fig. 2. With this position of the armatures, a circuit is established through signal R, the danger signal, as follows; battery 43, wires 81 and 83, contact 62, armature 56, wire 75, armature 44, front contact 48, Wire 76, switch 57, contact 63, wire 77, armature 46, contact 51, wires 84 and 85, signal R. wires 86, 68, 67 and 80, armature 55, contact 60, wire 74, to the other side of battery 43, the circuit being traced against the flow of current. When the contact shoe leaves the other end of the negatively energized train control rail, contact 40 again closes and a stick circuit is established through relay 42, which maintains the armatures in the same position as follows: battery 43, wire 74, contact 60, armature 55, wire 80, wire 66,

polarized relay 42, wire 65, contact shoe 38, contact 40, wire 82, contact 47, armature 44, wire 75, armature 56, contact 62, wire 83, wire 81 to the other side of battery 43. It will thus be seen that signal Ris continued after the contact shoe 38 has left the train control rail since the armature of relay 42 maintains the same position.

Still assuming that switch 57 is in the left hand position normal for a west-bound movement, and a west-bound train passes a train control rail that is deenergized, then polarized relay 42 becomes deenergized. Armature 44 Will drop away from front contact 47 and 48 and make contact with back contact 49, again establishing a circuit through signal R as follows: battery 43, Wire 74, contact 61, armature 56, wire 75, armature 44, back Contact 49, wires 87 and 85, signal R, wires 86, 68, 67 and 80, armature 55, contact 59, and Wire 81 to the other side of battery 43. It will be understood that the polarized armatures referred to are of the stick type. That is, are such that upon deenergization of the relay 42 the armatures will remain in the same polar positions, which they occupied during the preceding period of energization, until such time as the relay is again energized With current of opposite polarity. When contact shoe 38 leaves the other end of a deenergized train control rail, contact 40 of the stick circuit through relay 42 is again closed, but this stick circuit is now inoperative since front contact 47 of armature 44, is now open. Thus signal R is continued until a train control rail is reached which is positively energized.

When a locomotive begins an east-bound trip over a railroad division, switch 57 is placed in the right hand position, that is opposite to the one shown in Fig. 2, thus conditioning the locomotive circuits to give a clear signal when influenced by 'a negatively energized train control rail and a danger signal when the train control rail is posi- Z' tively energized or deenergized. When switch 57 is thus in a normal position for an east-bound movement and contact shoe 38 comes in contact with train control rails 15 or 16, which are'negatively energized, a circuit is established through battery 35 in the dispatchers oflice as' follows: positive pole of battery 35, wire 72, track rail l, wheel 71, axle 70, wires 69, 68, 67 and 66, polarized relay 42, wire 65, contact shoe 38, train control rail 15 or 16, wire 32, front contact 8, armature 6 of track relay D, wire 28, wire 27, terminal 26, line wire 25. relay 24, wire 23, switch 19a. contact spring 37, bus 36, to negative pole of battery 35. With current flowing in this circuit,

polarized relay 42 becomes negatively energized and neutral armature 44 makes contact with front contacts 47 and 48, polarized armature 46 makes contact with contact 51, polarized armature 45 and makes contact with contact 53 and polarized armatures 55 and 56 make Contact with jl,

leaves the other end of the negatively energized i .t

ized relay 42, wire 65, contact shoe 38, Contact 40, wire 82, front .contact 47, armature 44, wire 75, armature 56, contact 62, wires 83 and 81 to the negative side of battery 43. It will thus be seen that signal G is continued after contact shoe 38 has left the train control rail, since the armatures of relay 42 are maintained in the same position.

Assuming that switch 57 is in the right hand position making contact with contact 64, which is the normal position for an east-bound movement, and an east-bound locomotive passes a train control rail, which is positively energized by reason of switch 19a in the dispatchers oliice making contact with contact spring 22, thenl polarized relay 42 becomes positively energized. Armature 44 will still make contact with front contacts 47 and 48 but polarized armatures 46, 45, 55, 56 are moved to the left hand position, the position shown in Fig. 2. With these positions of the armatures, a circuit is established through signal R, the danger signal, as follows: positive pole of battery 43, wire 74, contact 61, armature 56, wire 75, armature 44, wire 75, switch 57, wire 89, armature 45, contact 52, wires 84 and 85, signal R, wires 86, 68, 67 and 80, armature 55, Contact 59, and wire 81 to the negative pole of battery 43. When the contact shoe 38 leaves the other end of the positively energized train control rail, contact 40 again closes and stick circuit is again established through relay 42, as hereinbefore described. Thus signal R is continued after the contact shoe 38 has left the train control rail, since the armatures of relay 42 are maintained in the same position.

Still assuming that switch 57 is in the right hand position, normal for an east-bound movement and an east-bound train passes a train control rail that is deenergized, then polarized relay 42 becomes deenergized. Armature 44 will drop away from front contacts 47 and 48 and make Contact with back contact 49, again establishing a circuit through signal R as hereinbefore described. When the contact shoe leaves the other end of a deenergized train control rail, contact 40 of the stick circuit through relay 42 is closed, but this stick circuit is now inoperative since front contact 47 of armature 44 is now open. Thus signal R is continued until a train control rail is reached which is negatively energized.

The switches 19, 19a and 195 in the dispatchers office are of a construction similar to those shown in my prior Patent No. 1,257,412 granted February 26, 1918.

These switches are mounted on a shaft and to each shaft is attached a segment 91. The segments are conveniently made in the form of a plate bounded by a convex arc 92 and two concave arcs V93 as shown in dotted lines. The segments for all the switches are in the same plane. The shafts 90 of each switch are so spaced that when switch 19 is placed in an oblique position, the convex edge of the segment will slide along and snugly fit the concave edge of the segment on the adjacent switch as shown at 94. The purpose of these segments is to provide interlocking means between the switches so that when one switch is in a certain position, the adjacent switches are locked against movement in certain directions.

As hereinbefore described, switches as 19, must be in the left oblique position so as to make contact with contact spring 22 if a west-bound train is to receive a clear signal and if for instance, a dispatcher desires to give a clear signal to a west-bound train for a movement from ever, the dispatcher wished to set up a clear signal for a West-bound train movement from block F to block D, and a clear signal for an east-bound train movement from block A to block D, switch 19h must be placed in the left oblique position, and switch 19 in the right oblique position; and under these conditions the interlocking segments necessitate that switch 19a be placed in the vertical position, thus conditioning train control rails 11 and 12 and 13 and 14 to give a danger signal to a west-bound train and also conditioning train control rails 15 and 16 and 17 and 18 to give a danger signal to an east-bound train. It will thus be seen that the dispatcher cannot give clear signals to oppositely moving and approaching trains without the train control rails guarding the block where the two trains are to meet each other being deenergized, thus displaying a danger signal to both trains.

I will now describe the means by which a record is made in the dispatchers office of the movement of trains. In the dispatchers oflice is a suitable mounted record sheet as 95, driven by a roller as 96, which in turn is driven by a shaft as 97. wheel 98. A pawl as 99 is pivotally connected to armature 100 of electro-magnet 101 and when electro-magnet 101 is periodically energized, motion is given to ratchet wheel 98 through pawl 99. A spring as 102, normally pulls armature 100 and pawl 99 to the right, when magnet 101 is not energized. Electro-magnet 101 is connected by wire 103 to any suitablewell-known makeand-break device as 104, such for instance as shown in my prior Patent No. 1,203,146 granted October 31, 1916, which make-and-break device is periodically operated by a clock as 105. When the circuit through the make-and-break device is closed, electro-magnet 101 is energized through the following circuit; wire 103, make-and-break device 104, wires 108 and 109, battery 110, wires 106 and 107. The make-and-break device 104 is operated say, everyv ve seconds, so as to give a slow and uniform motion to record sheet 95,

through the ratchet wheel 98, and pawl 99. The record sheet is transversely divided into sections as 111, 112 and 113, each section representing two blocks or one section along the track, and longitudinally the record sheet is divided into time lines as 1 a. m., each line representing a one minute interval. It will thus be seen that longitudinally the record sheet assumes a constantly changing position during the twentyfour hours of the day. Adjacent to the record sheet are located perforating magnets as 114 and 115, controlling an armature as 116. Pivotally attached to armatures as 116 are perforating needles as 117, so positioned adjacent to the record sheet that when perforating magnets 114 and 115 are energized a perforation is made upon the record sheet.

The circuits through the perforating magnets are controlled by the position of the switches as 19. Attached to the switch as 19 are contact Shaft 97 received motion from ratchet l springs as 118", which pivotall'y move with the switches as they are moved from one position: to another. When switch 19 is placed in the left oblique position, setting a clear signal for a est-bound movement, contact spring 118 makes Contact with contact spring 119, thus closing the circuit at that point through perforating magnet 114. When the switch 19 is placed in the right oblique position, contact spring 118 makes con` tact with contact spring 120, thus closing the circuits at that point through perforating magnet 115. When switch 19 is in the vertical position, the circuits through both perforating magnets 114 and 115 are open. There are two perforating magnets for each section, one recording the west-bound movements of trains and the other recording the east-bound movements ci trains. When switch 19 is positioned to give a clear signal for west-bound movement, perforating magnet 114 is conditioned to make a record on the record sheet by reason of contact spring 118 making contact with contact spring 119 and when switch 19 is positioned to give a clear signal for an east-bound movement, perforating magnet 115 is conditioned to make a record on the record sheet by reason of contact spring 118 making contact with contact spring 120. The perforating magnets however will not commence perforating the record sheet until iront contact 121 is closed by armature 122 of relay 24. Relay 24 becomes energized whenever its respective section is occupied by a train. This is accomplished in the following manner: when, for instance, a west-bound train enters block D (of section C, D)

the energy from track battery 5 is short circuited through the wheels and axles of the train and armature '7 of track D drops away and makes contact with back contact 10, thus closing a circuit through relay 24 as follows: positive pole of battery 20, bus 21, spring contact 22, switch 19a, wire 23, relay 24, line Wire 25, terminal 26, wires 27 and 28, armature 7 of track relay d, back conf tact 10, wire 123, track rail 1, wires 72 and 73, to negative pole of battery 20, Thus relay 24 "j becomes energized and its armature 122 closes front contact 121. Similarly when switch 19a is in the right oblique position andan east-bound train enters block D (of ,section C, D) relay 24 corresponding to block D is Y also energized through similar circuit except that the energy is now furnished from battery instead of battery 20. v

Thus when relay 24 is energized and' switch 19a is in the position to give a clear signal to a west-bound train, a circuit is closed rthrough perforating magnet 114 as follows: positive pole of battery 110, wires 106 and `124, metallic contact plate 125, bus 126, Wire 127, perforating magnet '114, wire 128, contact spring 119, contact spring 118, wire 129, front contact 121, armature 122, wires 130 and 109, to negative pole of battery 110. It will be noted that the circuit through the perforating magnets 114 and 115 is taken through .metallic plate, as 125, which forms a circuitbreaking device, so that the circuit is periodically broken. This circuit breakingv device operates as follows: metallic contact plate 125, is attached to armatureY and insulated therefrom, so that every :time the electro-magnet` 101 is energized, which as hereinbefore stated is, sayvl every ve seconds, the contact through wire 124 and bus 126 is closed through metallic plate 125. When magnet 101 is deenergized, armature 100 is pulled to the right by spring 102r and the-circuits through the perforating `magnets arebroken. By

reason of this periodic Vbreaking ofthe circuits of the perforating magnets, a continuous perforar? tion. is made on the record sheet as long4 as relay 24 is energized, which continues to be energizedv as long as the train is occupying the corresponding section.` It will thus be seen that when switch 19 is in theposition to give a clear signal to a west bound train and a train enters the corresponding section, perforating magnet 114 begins to per-l forate thus. recording the exact time when `the train entered the section and this perforating magnet continues to perforate intermittently un til the train has left the section, lthus recording the length of time the train remained in the block;

When switch 19' is in the right oblique position so as to display' a clear signal for an east-bound train, anda train enters one block of a-section, relay 24 is again energized and a circuit is closed through perforating magnet 115 as follows: positive pole of battery 110, wires 106 and v124, metallic plate 125, bus 126,v lwire 127 perforating magnet 115, wire l131, contact spring 120, contact spring 118, wire 129, front Contact 121, armature 122, wires 130 and 109 to negative sidev ofbattery 110. Thus the` perforation magnet will continue to perforate intermittently as long as the train remains in the block as hereinbefore described, When thetrain enters the adjacent block ofthe same section, the perforations are continued until the train has passed out of the section. With the arrangement asl just described a train dispatcher is enabled to note' the progress thetrains are making over the road and cantherefore intelligently set the respective switches 19 for meet- Iing points of trains so as to cause the least vdelay in train movement and furthermorethe record furnishes evidence for the executives of tl'ie'rail-` waywhether or ynot the movement of trains has been properly directed. f

While in the preferred form of my invention I have shown recording means to give the dispatch-A er knowledgeof the location :and progress of trains, I- do noty wish to berestricted to there-- ,cor'ding means shown. Any means automatically indicating at the dispatchers olice'the location and progress of the Vtrains, from section to section or blockv .to block 'may be considered an equivalent withinl the scope of my invention.;y For instance, .the perforating magnets 114` and 11,5 may be indication 4lamps which are lightedl when their respective Acircuits are j closed; thus'visibly indicating the locationand progress of the trains. Or the perforating' magnets 114 and 115 may be any form of electrical ,translating device which indicate when thel circuits through,l them4 are closed;` thusA whenV the position of armature 116 in itself may be a'visible/indication tothe dis 'patcher of the location and progress lof trains.

In the operation of the system, absolutesafety vis insured for the 'movement of trains, partly through theinterlocking features` of switches 19 in the dispatchers oice Vand partly'through the control ofthe signals yby a track circuit. vThus guarding. ,thez entrancefto'block yDr at either end. Furthermore the interlocking features between switches 19 in the dispatchers o fceprevent a dispatcher from Vgiving Va clearv signal to awestF bO-undtrain running from block. D to kilokn `if switch 19 in the dispatchers 'oice is set to give Va clear signal to an east-bound train; in other words, if a train is given a clear signal at a siding, that is to proceed in one directionit'is not'possibleto display a clear signal at the next siding ahead, to a train moving in the opposite direction. At the same time a train dispatcher is'at liberty to stop a train at any siding to arrange for a faster train to pass it or for an opposing train to meet and pass it. It is thus possible to favor the uninterruptedmovement of superior trains. Upon a train receiving a danger signal upon approaching a siding,-the train would be stopped and a member of the crew report to the dispatchers office for instructions. VUpon receiving such instructions, such as take siding to meet another train, it can be carried out by the train crew but the clear signal to proceed would'not be given to a train until the dispatcher was ready to do so.

Although I have particularly described and illustrated a preferred physical embodiment of my invention and explained the principle and construction thereof, nevertheless I desire to have it understood that the form selected is merely illustrative, but does not exhaust the possible physical embodiments of the idea of the means underlying my invention. For instance xed signals along the trackway may be substituted for or added to the cab-signals shown herein; such as are shown in my Reissue Patent No. 18,484, granted May 31, 1932, without departing from the spirit and scope of the invention. l

What is claimed is:

l. YA train control and dispatching system for raiiways comprising a trackway having passing sidings at intervals therealong to permit the passage of trains, said trackway being divided into Y blocks having passing sidings and blocks of single track stretches between the passing siding blocks, 40'

a track circuit for each block, trains for'operating in either direction over the trackwayg means for conditioning signals for governing the movement of aV train inr one direction, signal conditioning means for governing the movement of a train in lthe opposite direction, and twov means for controlling the signal conditioning means for each passing siding block and an adjoining stretch of single track, one controlling means being manually operated atla central kotce, said manual means being adapted Yfor selective operation .to condition said signal means with currents of specically ydifferent characteristics, whereby proceed aspects may be setup for one or the other 4 direction of train movement, and the other con-Q F55" trolling means being automatically operated by track circuits in said passing siding blockand adjoining stretch of singletrack.

2. A train control and dispatching system for railways comprising a'trackway having passing sidings at intervals therealong to permit Vthe, passage of trains, said trackway being. divided into blocks having passing sidings and blocks of single track stretchesV between the passing siding blocks, a track circuit for each block, trains for operating in either direction over the trackway, means for conditioning signals for governingVY the movement of a train in one direction, signal conditioning means for governing the movement of a train in the opposite direction, a central cnice, a dispatching circuit between the central cnice and V4one of said passing siding blocks, and two means each including said dispatching circuit for controlling the signal conditioning means for said passing siding block and an adjoining stretch o1" single track, one controlling means beingV manual-l ,esc

ly operatedat said centrall office, said manual means being adapted for selective operation to condition said signal means with currents ofA specifically different characteristics, whereby proceed aspects may be set up for one or the other direction of train movement, and the other controlling means being automatically operated by track circuits in said passing siding blockv and adjoining stretch ci single track.

S. A train control and dispatching system for railways comprising a'trackway having passing sidings at intervals therealong to permit the passage or trains, said trackwaybeing divided into blocks having passing sidings and blocks of single track stretches between said passing siding blocks,

track circuit ior each block, trains for operating in either direction over the trackway, means for conditioning signals for governing the movement of a train in one direction, means for conditioning signals for governing the movement of a train in the opposite direction, and two means for controlling the signal conditioning means for each passing siding block and an adjoining stretch of single track, one controlling means being manually operated at a central cnice, said manual means being adapted for selective operation to condition said signal means with currents of specifically different characteristics, whereby proceed ci train movement, the other controiling means being automatically operated by track circuits in Y said passing Ysiding block and adjoining stretch or" single track, and means including said track circuits for indicating at said central cnice the location of a train. v v

4. A train control and dispatchingV system for railways comprising a trackvvay having'passing sidings at intervals therealong to permit the passage orn trains, said trackways being divided into blocks having passing sidings and blocksoi single track stretches between the passing siding blocks, a track circuit for each block, trains for operating in either direction over thetrackway, means for conditioning signals for governngthe movement of a train in one direction, means for conditioning signals for governing the movement of a train in the opposite direction, and two means for controlling the signal conditioning means for each passing siding'block andan adjoining stretch of single track, one controlling means being manually operated by'a central office, said manual-'means being adapted for selective operation to condition said signal means with currents or specifically diiierentcharacteristics, wherebyproceed aspects may/be set upfor one vor the other direction vof train movement, the other controlling means being automatically operated by track circuits 'in said passing siding block andV adjoining stretch of single track, and means including said track circuits for indicating at said central office the locationo a train in relation to a passing siding block.

5. A train control and dispatching system forl railways comprising a trackway havingl passing sidings at intervals therealong to permit the passage of trains, said trackway being divided into means for governing the movement o1 a trainv in the opposite direction, a central office, a dispatching circuit between the centralfoniceand .blocks having passing sidings and blocks of single said passing siding blocks, and two means each including said dispatching circuit for controlling the signal conditioning means for each passing siding block and an adjoining stretch of single track, one controlling means being manually operated at said central olice, said manual means being adapted for selective operation to condition said signal means with currents of specically diiferent characteristics, whereby proceed aspects may be set up for one or the other direction of train movement, the other controlling means being automatically operated by track circuits in said passing siding block and adjoining stretch or single track, and means including said track circuits and said dispatching circuit for indicating at said central oice the location of a train.

6. A train control and dispatching system for railways comprising a trackway over which trains operate in either direction, said trackway having passing sidings at intervals therealong to permit the passage of trains, said trackway being divided into blocks having passing sidings and blocks or" single track stretches between the passing siding blocks, proceed and stop signal conditioning means for each direction of train operation, a central office, means for each passing siding block manually operated at the central office for controlling the signal conditioning means for said passing siding block and an adjoining stretch of single track, said manual means being adapted for selective operation to condition said signal means with currents o1" specifically different characteristics, whereby proceed aspects may be set up for one or the other direction of train movement, and track circuit controlled means controlling said signal conditioning means, whereby when a train going in one direction has entered a stretch of single track the signal conditioning means at the other end of the passing siding block at the opposite end of said stretch of said single track for the other direction of train operation is conditioned to indicate stop.

7. A train control and dispatching system for railways over which trains operate in either direction comprising a trackway having passing sidings at intervals therealong to permit the passage of trains, said trackway being divided into blocks having passing sidings and blocks of single track stretches between the passing siding blocks, a track circuit for each block, proceed and stop signal conditioning means for each direction of train operation, a central office, a dispatching circuit between said central oice and said passing siding blocks, means for each passing siding block manually operated at the central oiiice for controlling the signal conditioning means for each passing siding block and an adjoining stretch of single track, said manual means being adapted for selective operation to condition said signal means with currents of specifically different characteristics, whereby proceeds aspects may be set up for one or the other direction of train movement, and track circuit controlled means controlling said signal conditioning means, whereby when a train going in one direction has entered a stretch of single track, the signal conditioning means for the far end of the passing siding block at the opposite end of said stretch of single track is conditioned to indicate stop for the other direction of train operation.

8. A train control and dispatching system for single track railways over which trains operate in either direction, a trackway having passing sidings at intervals therealong to permit the passage of trains, said trackway being divided into blocks having passing sidings and blocks of single track stretches between the passing siding blocks, proceed and stop signal conditioning means for each direction of train operation, a central oiiice, means for each passing siding block manually operated at the central oliice for controlling the signal conditioning means for said passing siding block and an adjoining stretch of single track, said manual means being adapted for selective operation to condition said signal means with currents of specically diierent characteristics, whereby proceed aspects may be set up for one or the other direction of train move-` ments, said track circuit controlled means for controlling said signal conditioning means, whereby when a train going in one direction has entered a single track stretch the signal conditioning means for the far end of the passing sidingblock at the opposite end of said stretch of single track is conditioned to indicate stop for the other direction of train operation, and means including the track circuits in adjoining blocks for indi eating at the central oce the location of a train.

9. A train control and dispatching system for single track railways over which trains operate in either direction comprising a trackway divided into blocks, a track circuit for each block, passing sidings at intervals along said trackway to permit the passage of trains and dividing the trackway into sections, proceed and stop signal conditioning means for each direction of train operation, a central oice, means for each section manually operated at the central oiiice for controlling the signal condition means, said manual means being adapted for selective operation to condition said signal means with currents of specically diiTerent characteristics, whereby proceed aspects may be set up for one or the other direction of train movement, and track controlled means controlling said signal conditioning means whereby when a train going in one direction has entered a single track section the signal conditioning means at the other end of the section for the other direction of train operation is conditioned to indicate stop, and means including said track circuits for said section for indicating at said central office the location of a train in relation to another track section.

10. A train control and dispatchingl system for single track railways over which trains operate in either direction comprising a trackway divided into blocks, a track circuit for each block, passing sidings at intervals along said trackway to permit the passage of trains and dividing the trackway into sections, proceed and stop signal conditioning means for each direction of train operation, a central oflice, a dispatching circuit between said central office and each section, means for each section manually operated at the central oiice for controlling the signal conditioning means for the passing siding block of said section and an adjoining single track stretch, said manual means being adapted for selective operation to condition said signal means with currents of specically different characteristics, whereby proceed aspects may be set up for one or the other direction of train movement, track circuit controlled means for controlling said signal `conditioning means, whereby when a train going in one direction has entered a single track stretch the signal conditioning' means at the other end of the section containing such stretch is conditioned to indicate stop, and means including the track circuits for each section and the dispatching circuit for each section for indicating at said central office the location of a train.

11. A train control and dispatching system for single track railways over which trains operate in either direction comprising a trackway having passing sidings at intervals therealcng to permit the passage of trains, said trackway being divided into blocks having passing sidings and blocks or" single track stretches between the passing siding blocks, and each passing siding block and adjacent single track stretch constituting a section, a track circuit for each block and signal conditioning means for governing the movement of a train in one direction, signal conditioning means for governing the movement of a train in the opposite direction, said signal conditioning means providing rear end and head on protection from block to block, a central oice, a dispatching circuit between said central ofice and each section, and two means each including said dispatching circuit for controlling the signal conditioning means, one controlling means being manually operated at said central oice, said manual means being adapted for selective operation to condition said signal means with currents of specifically different characteristics, whereby proceed aspects may be set up for one or the other direction of train movement, and the other controlling means being automatically operated by track circuits in the passing siding block of said section and an adjoining stretch of single track.

12. A train control and dispatching system for single track'. railways over which trains operate in either direction, comprising a plurality of single track stretches divided into blocks, a track circuit for each block, passing siding blocks at intervals along said railway' to permit the passage of trains, said sidings dividing the trackway into sections comprising a plurality of blocks, signal conditioning means for governing the movement of a train for one direction, signal conditioning means for governing the movement of a train in the opposite direction, said signal conditioning means providing rear end and head on protection from block to block, a central office, a dispatching circuit between said central ofce and each passing siding block, two means each including said dispatching circuit for controlling the signal conditioning means, one controlling means being manually operated at said central office, said manual meansk being adapted for selective operation to condition said signal means with currents of specifically different characteristics, whereby proceed aspects may be set up for one or the other direction of train movement, and the other controlling means being automatically operated by track circuits in said passing siding block and an adjoining stretch of single track, land means including said track circuits in said sections for indicating at said cen'- tral office the location of a train.

PAUL J. SIMMEN.

its 

